Locomotive.



PATENTED MAY 2, 1905.

P. 0. WHEALON.

LOGOMOTIVE.

APPLIOATION FILED MAR. 3, 1904.

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. 2C/iwf. d? w PATENTED MAY 2, 1905.

No. 789,111.v

F. O. WHEALON.

LOCUMOTIVE.

APPLIUATION FILED MAR. s, 1904.

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110.789,111. PATENTED MAY 2, 1905.

F. 0. WHEALON.

LOCOMOTIVE.

APPLI-GATION FILED MAR. 3, 1904.

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UNTTnn STATES Patented May 2, 1905.

PATENT Orricn,

FRANCIS O. vWHEALON, OF ST. PAUL, MINNESOTA, ASSIGNOR TO INTERNATIONAL RAILWAY DEVICE COMPANY, A CORPORA- TION OF MINNESOTA.

LOCOIVIOTIVE.

SPECIFICATION forming part of Letters Patent No. 789,111, dated May 2, 1905.

Application led March 3, 1904. Serial Noi 196,271.

My invention relates to improvements inI locomotives, and has for its object to provide means for preventing the cylinders on locomotives from coolingI when the engine is what I have chosen to term drifting A further object is simplicity of construction, together with effectiveness in use.

Writh this invention I have shown my improvement connected with the mechanism de-l scribed in my Patent No. 741,859, dated the 20th day of October, 1903.

My invention consists in making a direct communication between the ends of the cylinder, said communication being caused to open and close automatically' as the live steam is turned into or checked from the cylinder.

This invention enables the engine to drift more freely, and avoids takinga cylinder full of cold air at each and every stroke of the piston by using the same air that is being pushed out of one end of the cylinder through said communication and into the other end of the cylinder. This reduces condensation of the steam in the cylinder and affects greater saving of power. i

Further, this invention conducts any steam that leaks into the steam-chest, while the engine is at rest, to the top of the smoke-stack. Leaky steam has heretofore egressed through the suction-valve and has obstructed the view of the operators. This objection is overcome with my invention. The effect of the piston moving in the cylinder when the engine is drifting does not increase the draft, and in consequence saves fuel and deterioration of the iiues.

This invention thus contemplates aconnec-4 to, and a relief or back-pressure valve controlling said outlet.

In the accompanying drawings, forming part of this speciiication, Figure 1 is a side view of a cylinder of a locomotive, showing my improved mechanism connected therewith. Fig. 2 is an enlarged end view of one of the cylinders and a detail portion of a locomotive. Fig. 3 is an end elevation of a locomotive, showing the cylinders and the mutual relation of their exhausts and my improved mechanism; and Fig. 4 is a sectional side View of Fig. l, showing the steam inlet and outlet port passage-ways.

In the drawings let A represent one of the cylinders on a locomotive, B a detail portion of the locomotive, and O the ordinary exhaust passage-way between the cylinder and the smoke-chamber D.

E is an auxiliary passage-way leading from the exhaust-outlet in the cylinder to a point outside of the smoke-chamber for the purpose of conducting the exhaust and all leaky steam, which obstructs the operators view, tothe top of the stack. A valve 2 is connected with the passage-wayE and is adapted to be operated by the rod 3, which may be connected with an operating-handle located in the cab of the locomotive, as described in my patent above referred to, for the purpose of modifying the auxiliary exhaust passageway E, leading outside of the smoke-chamber. This valve 2 and its operating mechanism may or may not be connected to the reverselever, for it is obvious that an independent lever may be used or the valves operated directly by hand or otherwise.

Connected with the steam-chest (fr is a branch passage-way F, which has a suction-valve H of ordinary construction connected therewith, so that as the slide-valve 4 in the steam-chest reciprocates and live steam enters said chest the suction-valve remains closed, and when the supply of live steam is cut ed the action of the piston 5 in the cylinder opens said valve automatically and forces the hot air or steam from end to end in the cylinder, thus tending to keep the cylinder hot and to prevent condensation of live steam when it is again admitted into the cylinder.

The steam-ports 6 and 7 (shown clearly in Fig. 4) receive and exhaust the steam in the ordinary manner during the operation of the engine. The passage-ways 'F and E, steamchest G, main exhaust-port 8, and valve 4 communicate between the ports 6 and 7 and the ends of the cylinder when the engine is drifting, and the valve I-I relieves the backpressure steam in the cylinder.

In operation when steam is turned into the cylinder the piston 5 and slide-valve in the steam-chest reciprocate in the ordinary manner, and the steam is free to exhaust through the main exhaust passage-way C. When itis desired to check the draft, the valve 2 is opened to decrease the amount of exhaust-steam passing through the passage-way C and to allow part of it to escape through the auxiliary passage-way E to the exterior ofthe smoke-chamber. To accelerate the draft, the valve 2 is partially or wholly closed.

It is obvious that the rod 3 can be connected to an operative part of the locomotive, such as thereversing-lever, and thus made to act automatically in connection with the operating mechanism, or that it can be connected to a simple lever, which is attached to the reversing-lever, and its ratio made to change by hand to operate the valve 2.

When the engine is at rest, the check-valve H is open, and any steam leaking through the throttle-valve and passinginto the steam-chest and cylinder is free to escape through the auxiliary passage-way E to the top of the smokestack by opening the valve 2 and does not increase the draft in the smoke-chamber.

It is obvious that the mechahism above described may be modified and constructed in numerous ways without departing from the principles which I have applied and used on simple or compound engines, and I do not wish to confine myself to the specific construction specified. For instance, a single valve may be used in place of two valves on the variableexhaust passage-way E and operated by any suitable mechanism desired without departing from the spirit of this invention.

Having described my invention, what I claim as new, and desire to protect by Letters Patent, is-

l. A locomotive having a steam-cylinder provided with an exhaust-port, which is connected with the smoke-chamber, a piston, a steam-chest, a passage-way leading from said exhaust-port to the open air and having a branch to said steam-chest, valve mechanism connected with said passage-way, means for operating' said valve mechanism, and a checkvalve in said branch.

2. In combination with a locomotive-cylinder, its piston and steam-chest, a passage-way connected with said steam-chest and the eX- haust-port leading from said cylinder and having a branch outlet, and a valve in said passage-way.

3. In combination with an engine-cylinder, its piston and steam-chest, a passage-way connecting said steam-chest with the exhaust-outlet leading from said cylinder and having' an outlet, and an automatic valve in said passage-way.

4. In combination with a cylinder, steamchest and valve, having live and exhaust steam connections, a communication between said live and exhaust steam connections having a branch outlet, and a valve in said communication adapted to open into the steam-chest when live steam is cut oif and the piston is in motion and close when live steam enters said steam-chest.

5. In combination with the cylinder of a steam-engine, its piston, exhaust-opening and live-steam inlet, a valve for modifying said exhaust-opening, a passage-way connecting the exhaust-opening with said live-steam inlet, a valve in said passage-way to close the same when live steam is entering the cylinder and open it when the supply of live steam is checked, and an outlet leading from saidpassage-way at a point between said exhaust-opening and said last-described valve.

6. In combination with a locomotive, its steam-chest and exhaust passage-way froml the cylinder to the smoke-chamber, of an auxiliary passage-way leading to a point outside of said smoke-chamber, for the exhaust-steam, a valve in said auxiliary passage-way, means for operating said valve, a connection between said steam-chest and said auxiliary passageway, and an automatic valve in said connection to open the same when the supply of live steam to said chest is checked.

7. A device of the class set forth, consisting, in combination with a locomotive having a smoke-chamber, its cylinders and a main exhaust passage-way leading from the cylinders and projecting' into said smoke-chamber, of an auxiliary passage-way connected with said main exhaust passage way, having valve mechanism for modifying the size of the same, a connection between the auxiliary passageway and the steam-chest in each of said cylinders, and an automatic valve in said connection.

IOO

IIO

8. In'combination with a locomotive having ing a passage-way between the cylinders and smokechamber of a locomotive for the exhaust-steam, a branch passage-Way from said tirstpassage-way to the exterior of said smokechamber, valve mechanism for regulating the size of the outlet of said branch passage-way, lever mechanism for operating said valve mechanism, a connection between the branch passage-way and the live-steam inlets of said cylinders, and valve mechanism in said connection.

10. An engine-cylinder having' an exhaustport, a piston, a steam-chest, a passage-way leading' from said exhaust-port to the open air, a valve in said passage-way, means for operating said valve, a branch from said passage-way connected with said steam-chest, and a valve in said branch.

11. An engine-cylinder having an exhaustport, a piston, a steam-chest, a passage-way opening from said exhaust-port and having a branch connected with said steam-chest, and valve mechanism in said passage-way and its connection.

12. A locomotive having steam-cylinders, each provided with a piston, steam-chest and exhaust-port connected with the smoke-chamber, passage-ways between the exhaust-ports and steam-chests of said cylinders, valve mechanism connected with said passage-waysto close the same when live steam is entering said cylinders and open when the supply of live steam is checked, and a branch to said )tiassage-ways leading from said smoke-cham-- oer.

13. A locomotive having a steam-cylinder provided with a piston, steam inlet and outlet ports, a valve controlling said ports, draft mechanism in the locomotive, a passage-way connecting the outlet-port with the outer air, a connection between the steam-inlet ports and said passage-way, and valve mechanism in said connection.

14. A locomotive having a steam-cylinder provided with inlet and exhaust ports, a valve to control said ports, a draft passageway leading from the exhaust-port and having a branch opening into the outer air to form variable exhaust mechanism, a connection between said branch and inlet-ports, and valve mechanism in said connection.

15. A locomotive having draft mechanism, a steam-cylinder provided with live and exhaust steam ports, a piston, a steam-chest, a valve controlling said ports, a passage-way connecting the exhaust-port with the outer air, a connection between said live-steam ports and said passage-way, and valve mechanism in said passage-way and connection.

16. A locomotive having a steam-cylinder provided with live and exhaust steam ports, the latter connected with the smoke-chamber, a piston, a steam-chest, a passage-way leading from said exhaust-port to the outer air, a connection between said live-steam ports and passage-way, and a relief or back-pressure valve in said connection.

In testimony whereoi1 I have signed my name to this specification in the presence of two subscribing witnesses.

FRANCIS O. WHEALON.

Witnesses:

E. M. BoEsEL, F. Gr. BRADBURY. 

